US8565988B2 - Method for controlling a drive train of a motor vehicle - Google Patents

Method for controlling a drive train of a motor vehicle Download PDF

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Publication number
US8565988B2
US8565988B2 US12/598,766 US59876608A US8565988B2 US 8565988 B2 US8565988 B2 US 8565988B2 US 59876608 A US59876608 A US 59876608A US 8565988 B2 US8565988 B2 US 8565988B2
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Prior art keywords
starting
starting gear
speed
gear
clutch
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Expired - Fee Related, expires
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US12/598,766
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US20100076653A1 (en
Inventor
Ludger Ronge
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Assigned to ZF FRIEDRICHSHAFEN AG reassignment ZF FRIEDRICHSHAFEN AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: RONGE, LUDGER
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/42—Ratio indicator devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off

Definitions

  • the invention concerns a method for controlling a drivetrain of a motor vehicle, which comprises a drive motor, an automated manual transmission with a plurality of starting gears, an automated clutch arranged in the force flow between the drive motor and the transmission, and a manual shift lever which can be moved in an upshift direction to manually initiate an upshift and in a downshift direction to manually initiate a downshift, and in which the transmission together with the clutch can be controlled by a transmission control unit connected at least to a speed sensor, an accelerator pedal actuation sensor and a manual shift lever actuation sensor, such that when starting from a condition in which the vehicle is coasting, a determination of a starting gear that can be influenced by the driver by actuating the manual shift lever takes place.
  • coasting vehicle is understood to mean a forward movement of the motor vehicle within a speed range above a lower reference speed close to the vehicle's being at rest and below a higher reference speed corresponding to a low driving speed, during which the transmission is in the neutral driving position N and/or the clutch is completely disengaged.
  • Coasting of the vehicle can occur during ordinary driving operation, for example in urban traffic in the form of coasting before reaching a red traffic-light, from which, in the chosen example when the light turns green, it is often desired to accelerate again without the motor vehicle previously having come to rest.
  • vehicle coasting can also take place from rest, if the motor vehicle is on a downhill stretch and begins rolling when the parking brake or the working brake is released but before a starting gear has already been engaged and/or the clutch engaged.
  • the starting gear to be engaged is determined automatically at least as a function of the current driving or rolling speed and perhaps also of the current deflection path of the accelerator pedal.
  • the starting gear determined automatically may not be suitable for the actual driving situation at the time.
  • the starting gear determination can be influenced by the driver by actuating the manual shift lever, or that the starting gear determination carried out automatically by the transmission control unit can be corrected or changed by the driver by actuating the manual shift lever.
  • a first drivetrain of this type is described in EP 0 602 685 B1.
  • This known drivetrain also comprises a manual shift lever which, in the upshift direction and in the downshift direction has a respective first or third shift position close to the neutral position and a second or fourth shift position farther away from the neutral position, and which is also provided with at least one pressure switch.
  • the manual shift lever is moved to the third shift position, then if the speed is higher than the specified minimum and a gear is engaged, provided that this is acceptable, a shift to the next-lower gear takes place. In contrast, if the transmission is in neutral or if at the same time the pressure switch is actuated, movement of the manual shift lever to the third shift position beings about a shift to the lowest permissible gear. If the manual shift lever is moved to the fourth shift position, then if the speed is higher than the specified minimum speed and a gear is engaged, provided that this is permissible, a shift takes place to the second-lower gear or if necessary to the next-lower gear. If the transmission is in neutral or if at the same time the pressure switch is actuated, then movement of the manual shift lever to the fourth shift position initiates an emergency shift to a still permissible, extreme low gear.
  • the known drivetrain offers a number of operating options which, however, can also lead to erroneous operations by the driver.
  • vehicle coasting at a relatively low travel speed and an open drivetrain at higher speed.
  • the driver is assisted only indirectly when selecting an optimum starting gear, namely in that the engagement of an impermissible gear is prevented.
  • the drivetrain comprises a clutch that can be actuated by the driver by means of a clutch pedal
  • a signal from an actuation sensor that indicates the disengaged condition of the clutch must also be present.
  • the driver is assisted directly, but has to actuate the manual shift lever for this. Since the starting gear is automatically determined only as a function of the current travel speed, this preselected starting gear may not be appropriate and this may sometimes call for corrective action by the driver in the form of further manual shift lever operations. In the case of this drivetrain too, no distinction is made between a vehicle coasting at relatively low speed and a disengaged drivetrain at higher speed.
  • the purpose of the present invention is to indicate an improved method for controlling a drivetrain of the type mentioned to begin with, by means of which, when starting from a coasting vehicle situation the driver is optimally assisted and can influence the determination of the starting gear in a simple manner.
  • the invention concerns a method for controlling a drivetrain of a motor vehicle which comprises a drive motor, an automated manual transmission with a plurality of starting gears, an automated clutch arranged in the force flow between the drive motor and the transmission, and a manual shift lever which can be moved in an upshift direction to manually initiate an upshift and in a downshift direction to manually initiate a downshift, and in which the transmission together with the clutch can be controlled by a transmission control unit connected at least to a speed sensor, an accelerator pedal actuation sensor and a manual shift lever actuation sensor, such that when starting from a vehicle coasting condition a determination of a starting gear that can be influenced by the driver by actuating the manual shift lever takes place.
  • the risk of erroneous operation by the driver is low. But if nevertheless the starting gear predetermined automatically or selected by the driver is not optimal for the starting process from the vehicle coasting in progress, then, as also during ordinary driving operation, the driver can at any time initiate an upshift or a downshift by actuating the manual shift lever appropriately.
  • the coasting speed range is expediently delimited by a lower reference speed v Ref-1 of zero or close to zero and an upper reference speed v Ref-2 that corresponds to a low driving speed, so that the existence of a travel speed corresponding to a coasting speed can be determined very simply by comparing the current travel speed v F with the two reference speeds v Ref-1 , v Ref-2 (v Ref-1 ⁇ v F ⁇ v Ref-2 ).
  • the driving speed v F is preferably determined by a speed sensor arranged on the output shaft of the transmission, and passed on to the transmission control unit.
  • a first variant of the method provides that the highest starting gear G A-max appropriate for the upper reference speed v Ref-2 is used as the preselected starting gear, and starting with this highest starting gear G A-max takes place when the driving speed v F reaches or exceeds the upper reference speed v Ref-2 , i.e. when v F ⁇ v Ref-2 .
  • a F (v F2 ⁇ v F1 )/ ⁇ t.
  • a F >0, a F >a Ref-2 >0 the highest starting gear G A-max appropriate for the upper reference speed v Ref-2 is used as the preselected starting gear, and starting in this highest starting gear G A-max is initiated when the driving speed v F reaches or exceeds the upper reference speed v Ref-2 (v F ⁇ v Ref-2 ).
  • this method variant provides that if there is a negative acceleration (a F ⁇ 0, a F ⁇ a Ref-1 ⁇ 0) the lowest starting gear G A-min appropriate for the lower reference speed v Ref-1 is used as the preselected starting gear, and starting in this lowest starting gear G A-min is initiated when the driving speed v F reaches or falls below the said lower reference speed v Ref-1 (V f ⁇ V Ref-1 ).
  • an intermediate starting gear G A-mit appropriate for an average driving speed in the coasting speed range, or alternatively, the starting gear G A-opt best suited to the driving speed v F at the time can be used as the preselected starting gear, and starting in this intermediate starting gear G A-mit or in the optimum starting gear G A-opt is initiated after the lapse of a predetermined time (t>t w ).
  • the existence of a low driving acceleration is preferably determined by comparing the current acceleration a F with a predetermined low negative reference acceleration (a Ref-1 ⁇ 0) and a predetermined low positive reference acceleration (a Ref-2 >0). If the current acceleration a F is larger than or equal to the negative reference acceleration a Ref-1 and smaller than or equal to the positive reference acceleration a Ref-2 (a Ref-1 ⁇ a F ⁇ a Ref-2 ), then the acceleration is by definition low.
  • the driver can choose between two respective starting gears, and in each case only the starting gear G A-max , G A-min , G A-mit , G A-opt preselected by the shifting program changes depending on the acceleration a F .
  • the starting gear G A-opt appropriate for the driving speed v F at the time is used as the preselected starting gear, and that starting in the optimum starting gear G A-opt is initiated when a predetermined time interval has lapsed (t>t w ).
  • the driver can therefore choose between three starting gears, of which the preselected starting gear G A-opt is engaged automatically and the use of the highest starting gear G A-max and the lowest starting gear G A-min require a corresponding actuation of the manual shift lever.
  • FIG. 1 Flow chart of a first variant of the control method according to the invention
  • FIG. 2 Flow chart of a second variant of the control method according to the invention.
  • FIG. 3 Flow chart of a third variant of the control method according to the invention.
  • step S 1 within the control sequence of a transmission control system it is checked in step S 1 whether the current travel speed v F of the motor vehicle is higher than a lower reference speed v Ref-1 which is close to zero (v F >v Ref-1 ). If not, the vehicle is at rest and a start-from-rest procedure is followed. If the condition is fulfilled, in step S 2 it is checked whether the current travel speed v F has reached or is lower than an upper reference speed v Ref-2 that corresponds to a low driving speed (v F ⁇ v Ref-2 ). If not, then the driving speed is normal and the control applied relates to normal driving operation.
  • step S 3 it is checked whether the transmission is in neutral, i.e. whether the gear G i engaged corresponds to the neutral driving stage N. If not, i.e. if a gear is engaged (G i ⁇ N), then in step S 4 it is checked whether the clutch is fully engaged, i.e. whether the degree of engagement of the clutch x K is equal to 100% or 1.
  • step S 6 if the waiting time t w has lapsed, then again starting takes place in the highest starting gear G A-max which was engaged in step S 6 . But so long as this is not the case, the sequence branches back to step S 7 and the interrogation loop described is repeated.
  • steps S 1 to S 4 are identical to those of the variant in FIG. 1 .
  • the difference from the first variant is that now, the predetermined starting gear and the initiation criterion for starting in the preselected starting gear are determined as a function of the current driving acceleration a F .
  • step S 5 the current acceleration a F is determined. Then, in step S 6 it is checked whether the current acceleration a F is above a small, positive reference acceleration a Ref-2 . If so, then in step S 7 the clutch is disengaged and in step S 8 the highest starting gear G A-max appropriate for the upper reference speed v Ref-2 is engaged.
  • step S 10 it is checked whether the current travel speed v F has exceeded the upper reference speed v Ref-2 . If so, in steps S 23 and S 24 starting takes place in the then engaged highest starting gear G A-max .
  • step S 9 if the upper reference speed v Ref-2 has not yet been exceeded, the system branches back to step S 9 .
  • the positive driving acceleration is sufficiently high (a F >a Ref-2 ) when the upper reference speed v Ref-2 is exceeded, starting takes place in the highest starting gear G A-max provided that the manual shift lever has not previously been actuated in the upshift direction, which would then initiate an immediate start in the optimum starting gear G A-opt .
  • step S 11 shows that the current acceleration a F is below a small, negative reference acceleration a Ref-1 .
  • step S 12 the clutch is disengaged and in step S 13 the lowest starting gear G A-min , which is appropriate for the lower reference speed v Ref-1 , is engaged.
  • step S 15 it is checked whether the current travel speed v F has reached or fallen below the lower reference speed v Ref-1 . If so, then in steps S 23 and S 24 starting takes place in the lowest starting gear G A-min then engaged. But if the speed has not yet reached or fallen below the lower reference speed v Ref-1 , the system branches back to step S 14 .
  • step S 16 the clutch is disengaged and in step S 17 an intermediate starting gear G A-mit appropriate for an average coasting speed is engaged.
  • step S 19 it is checked whether a specified waiting time t w has lapsed. If so, in steps S 23 and S 24 the clutch is engaged and starting takes place in the then engaged intermediate starting gear G A-mit . But if the waiting time t w has not yet lapsed, the system branches back to step S 18 .
  • steps S 1 to S 4 are again identical to those in the variant according to FIG. 1 .
  • the difference from the first variant in FIG. 1 and the second variant in FIG. 2 is that this time in steps S 5 to S 7 the starting gear optimally suited for the current driving speed v F is determined, the clutch is disengaged and the optimally suitable starting gear G A-opt is engaged as the preselected starting gear.
  • a choice of starting gear different from this can now be made by the driver, by moving the manual shift lever in the upshift direction or in the downshift direction.
  • step S 14 it is checked whether a specified waiting time t w has lapsed. If this has not yet happened the system branches back to step S 8 , so that the checking steps in S 8 and S 11 are repeated several times so long as the result remains negative. But when the waiting time t w has lapsed (t>t w ), in steps S 15 and S 16 the clutch is engaged and starting takes place in the optimum starting gear G A-opt still engaged in this case.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
US12/598,766 2007-05-24 2008-04-28 Method for controlling a drive train of a motor vehicle Expired - Fee Related US8565988B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102007024363A DE102007024363A1 (de) 2007-05-24 2007-05-24 Verfahren zur Steuerung eines Antriebsstrangs eines Kraftfahrzeugs
DE102007024363.6 2007-05-24
DE102007024363 2007-05-24
PCT/EP2008/055133 WO2008141894A1 (de) 2007-05-24 2008-04-28 Verfahren zur steuerung eines antriebsstrangs eines kraftfahrzeugs

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US20100076653A1 US20100076653A1 (en) 2010-03-25
US8565988B2 true US8565988B2 (en) 2013-10-22

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US12/598,766 Expired - Fee Related US8565988B2 (en) 2007-05-24 2008-04-28 Method for controlling a drive train of a motor vehicle

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US (1) US8565988B2 (de)
EP (1) EP2160529B1 (de)
AT (1) ATE492755T1 (de)
DE (2) DE102007024363A1 (de)
WO (1) WO2008141894A1 (de)

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US8343010B2 (en) * 2009-03-27 2013-01-01 Zf Friedrichshafen Ag Shift to direct drive during coast conditions
DE102010003673A1 (de) * 2010-04-07 2011-10-13 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrzeugs
JP5769956B2 (ja) * 2010-12-17 2015-08-26 アイシン・エーアイ株式会社 車両の動力伝達制御装置
GB2490109B (en) * 2011-04-14 2016-10-12 Ford Global Tech Llc A method and apparatus for controlling an engine of a motor vehicle
GB2491628A (en) * 2011-06-09 2012-12-12 Ford Global Tech Llc Inhibiting, delaying or slowing down clutch engagement due to unsuitable vehicle parameters
WO2015184132A1 (en) * 2014-05-28 2015-12-03 Cummins Inc. Systems and methods for idle coasting management
JP6455231B2 (ja) * 2015-03-02 2019-01-23 トヨタ自動車株式会社 車両制御装置
KR101673765B1 (ko) * 2015-05-08 2016-11-07 현대자동차주식회사 Ssc 해제시 기어단수 선정방법 및 선정장치

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US7001307B2 (en) * 2002-06-12 2006-02-21 Toyota Jidosha Kabushiki Kaisha Shift control apparatus for vehicular automatic transmission and method thereof

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US20100076653A1 (en) 2010-03-25
ATE492755T1 (de) 2011-01-15
WO2008141894A1 (de) 2008-11-27
EP2160529B1 (de) 2010-12-22
EP2160529A1 (de) 2010-03-10
DE102007024363A1 (de) 2008-11-27
DE502008002092D1 (de) 2011-02-03

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